Internal combustion engine with port communication

ABSTRACT

A method of feeding air to an internal combustion engine having at least first and second internal cavities, including: completing the intake phase of the first combustion chamber of the first internal cavity by feeding compressed air into the first combustion chamber until a maximum volume thereof is reached; during a beginning of the compression phase of the first combustion chamber and a simultaneous beginning of the intake phase of the second combustion chamber of the second internal cavity, feeding compressed air from the first combustion chamber into the second combustion chamber; closing a communication between the first and second combustion chambers and completing the intake phase of the second combustion chamber by feeding compressed air into the second combustion chamber until a maximum volume thereof is reached.

CROSS-REFERENCE TO RELATED APPLICATION

This application is a continuation of U.S. application Ser. No. 13/799,965 filed Mar. 13, 2013, the entire contents of which are incorporated by reference herein.

TECHNICAL FIELD

The application relates generally to internal combustion engines and, more particularly, to such engines operating under the principle of the Miller cycle.

BACKGROUND OF THE ART

Internal combustion engines operating under the principle of the Miller cycle usually have an open inlet port during the beginning of the compression phase of the combustion chamber(s). In a reciprocating engine, the Miller cycle may be obtained through timing of the opening of the inlet valve. In a rotary engine such as a Wankel engine, the Miller cycle may be obtained through proper positioning of the inlet port. The Miller cycle engine usually has a volumetric compression ratio lower than its volumetric expansion ratio.

Typically, the Miller cycle engine is used with a turbocharger to prevent loss of air during the beginning of the compression phase and to increase the pressure compression ratio. However, during the beginning of the compression phase when the inlet port is open, compression must be typically performed against the pressure of the turbocharger, which usually creates pressure losses.

SUMMARY

In one aspect, there is provided an internal combustion engine comprising: at least two rotatable bodies; an outer body defining a respective internal cavity for each of the bodies, each of the bodies being sealingly and rotationally received within the respective internal cavity to each define at least one combustion chamber of variable volume undergoing a cycle defining successive phases of intake, compression, combustion and exhaust; at least one inlet port for each respective internal cavity, the at least one inlet port being in fluid communication with each of the at least one combustion chamber of the respective internal cavity at least during the intake phase thereof and a beginning portion of the compression phase thereof; at least one exhaust port for each respective internal cavity, the at least one exhaust port being in fluid communication with each of the at least one combustion chamber of the respective internal cavity during the exhaust phase thereof; a rotatable shaft, the bodies being drivingly engaged to the shaft in an angularly offset manner with the beginning portion of the compression phase of the at least one combustion chamber defined by each of the bodies being simultaneous with at least a beginning of the intake phase of the at least one combustion chamber defined by a different one of the bodies; a plenum for receiving pressurized air; and a respective conduit providing a fluid communication between the at least one inlet port of the respective internal cavity of each of the bodies and the at least one inlet port of the respective internal cavity of the different one of the bodies, each respective conduit being in fluid communication with the plenum.

In another aspect, there is provided an engine comprising: a turbocharger having a compressor; a rotary internal combustion engine having: at least two rotors, an outer body defining: a respective internal cavity for each of the rotors, each of the rotors being sealingly and rotationally received within the respective internal cavity to define a plurality of combustion chambers of variable volume each undergoing a cycle defining successive phases of intake, compression, combustion and exhaust, a primary inlet port for each respective internal cavity, the primary inlet port being in fluid communication with each of the at least one combustion chamber of the respective internal cavity during the intake phase thereof and a beginning portion of the compression phase thereof; a secondary inlet port for each respective internal cavity, the secondary inlet port being in fluid communication with each of the at least one combustion chamber of the respective internal cavity during a secondary portion of the cycle thereof extending at most over a beginning of the intake phase and an end of the exhaust phase, and an exhaust port for each respective internal cavity, the exhaust port being in fluid communication with each of the combustion chambers of the respective internal cavity during the exhaust phase thereof; a rotatable shaft, the rotors being drivingly engaged to the shaft in an angularly offset manner with the beginning portion of the compression phase of the at least one combustion chamber defined by each of the rotors being simultaneous with at least part of the secondary portion of the cycle of the combustion chambers defined by a different one of the rotors; a plenum in fluid communication with the compressor; and a respective conduit providing a fluid communication between the primary inlet port of the respective internal cavity of each of the rotors and the secondary inlet port of the respective internal cavity of the different one of the rotors, each respective conduit being in fluid communication with the plenum.

In a further aspect, there is provided a method of feeding air to an internal combustion engine having at least first and second internal cavities each sealingly and rotationally receiving a respective rotor therewithin, each of the internal cavities having a primary inlet port and a secondary inlet port in fluid communication therewith, the method comprising: feeding compressed air to a combustion chamber of the first cavity through the primary inlet port thereof while increasing a volume of the combustion chamber until a maximum volume thereof is reached; while reducing a volume of the combustion chamber from the maximum volume and at least in part while increasing a volume of a combustion chamber of the second cavity, feeding compressed air from the combustion chamber of the first cavity through the primary inlet port thereof into the combustion chamber of the second cavity through the secondary inlet port thereof; closing a communication between the primary inlet port and the combustion chamber of the first cavity and further reducing the volume of the combustion chamber of the first cavity until a minimum volume thereof is reached; and feeding compressed air to the combustion chamber of the second cavity through the primary inlet port thereof while increasing the volume of the combustion chamber of the second cavity until a maximum volume thereof is reached.

In a further aspect, there is provided a method of feeding air to an internal combustion engine having at least first and second internal cavities, the first internal cavity defining at least a first combustion chamber, the second internal cavity defining at least a second combustion chamber, the first and second combustion chambers each having a variable volume and undergoing a cycle defining successive phases of intake, compression, combustion and exhaust, the method comprising: completing the intake phase of the first combustion chamber by feeding compressed air into the first combustion chamber until a maximum volume thereof is reached; during a beginning of the compression phase of the first combustion chamber and a simultaneous beginning of the intake phase of the second combustion chamber, feeding compressed air from the first combustion chamber into the second combustion chamber; closing a communication between the first and second combustion chambers and completing the intake phase of the second combustion chamber by feeding compressed air into the second combustion chamber until a maximum volume thereof is reached.

In further aspect, there is provided a method of feeding air to an internal combustion engine having at least first and second internal cavities, the first internal cavity defining at least a first combustion chamber with variable volume, the second internal cavity defining at least a second combustion chamber with variable volume, the method comprising: feeding compressed air to the first combustion chamber while increasing a volume of the first combustion chamber until a maximum volume thereof is reached; while reducing a volume of the first combustion chamber from the maximum volume and while increasing a volume of the second combustion chamber, feeding compressed air from the first combustion chamber into the second combustion chamber; closing a communication between the first and second combustion chambers and further reducing the volume of the first combustion chamber until a minimum volume thereof is reached; and with the communication between the first and second combustion chambers closed, feeding compressed air to the second combustion chamber while further increasing the volume thereof until a maximum volume thereof is reached.

In a further aspect, there is provided an internal combustion engine comprising: an outer body defining internal cavities each slidingly receiving a respective one of a plurality of pistons to define a respective combustion chamber of variable volume undergoing a cycle defining successive phases of intake, compression, combustion and exhaust; at least one inlet port for each of the internal cavities and in fluid communication with the respective combustion chamber at least during the intake phase thereof and a beginning portion of the compression phase thereof; at least one exhaust port for each of the internal cavities and in fluid communication with the respective combustion chamber of the respective internal cavity during the exhaust phase thereof; a rotatable shaft, the pistons being drivingly engaged to the shaft in an angularly offset manner; a plenum for receiving pressurized air; and a plurality of conduits in fluid communication with the plenum, each of the plurality of conduits defining a fluid communication between a first respective one of the internal cavities a second respective one of the internal cavities through the at least one inlet port of the first and second respective one of the internal cavities; wherein the pistons are angularly offset such that for each of the plurality of conduits, the combustion chamber of the first respective one of the internal cavities undergoes the beginning portion of the compression phase simultaneously with the combustion chamber of the second respective one of the internal cavities undergoing the beginning portion of the intake phase.

DESCRIPTION OF THE DRAWINGS

Reference is now made to the accompanying figures in which:

FIG. 1 is a schematic view of an engine in accordance with a particular embodiment;

FIG. 2 is a schematic cross-sectional view of a rotary internal combustion engine in accordance with a particular embodiment, which can be used in an engine such as shown in FIG. 1;

FIG. 3 is a schematic view of connections between the cavities of a rotary engine such as shown in FIG. 2, in accordance with a particular embodiment;

FIG. 4 is a schematic cross-sectional view of a conduit of FIG. 3, in accordance with a particular embodiment; and

FIG. 5 is a schematic view of connections between the cavities of a reciprocating internal combustion engine which can be used in an engine such as shown in FIG. 1, in accordance with a particular embodiment.

DETAILED DESCRIPTION

Referring now to FIG. 1, an engine 8 is schematically shown. The engine 8 includes an internal combustion engine 10, 110 generally including a plurality of moveable bodies each received in a corresponding internal cavity of an outer body to each define at least one combustion chamber. For example, the internal combustion engine 10, 110 may be a reciprocating engine with a plurality of internal cavities each receiving a moveable body in the form of a reciprocating piston. The internal combustion engine 10, 110 may alternately be a rotary engine with a plurality of internal cavities each receiving a moveable body on the form of a rotatable body or rotor. The moveable bodies drive a common load. In the embodiment shown, the common load includes an output shaft 16 which may be for example connected to a propeller through a reduction gearbox (not shown) and to which the moveable bodies of the internal combustion engine 10, 110 are engaged.

The engine 8 also includes a turbocharger 17, which in the embodiment shown include a compressor 19 and a turbine 22 which are drivingly interconnected by a shaft 23. The compressor 19 and the turbine 22 may each be a single-stage device or a multiple-stage device with a single shaft or split on multiple independent shafts in parallel or in series, and may be a centrifugal or axial device. In the embodiment shown, the shaft 23 of the turbocharger 17 rotates independently of the common load. The compressor 19 of the turbocharger 17 compresses the air before it enters the internal combustion engine 10, 110.

In a particular embodiment, the engine 8 is a compound cycle engine such as described for example in Lents et al.'s U.S. Pat. No. 7,753,036 issued Jul. 13, 2010, as described in Julien et al.'s U.S. Pat. No. 7,775,044 issued Aug. 17, 2010, or as described in U.S. patent application Ser. Nos. 13/554,517 and 13/554,564 both filed Jul. 20, 2012, the entire contents of all of which are incorporated by reference herein. For example, the exhaust flow is supplied to a power turbine 25 also driving the common load. The power turbine 25 is connected to the output shaft 16 through an appropriate type of transmission 27, for example a planetary, star, offset or angular gear system. The outlet of the power turbine 25 is in fluid communication with an inlet of the turbocharger turbine 22. Energy is extracted from the exhaust gas exiting the power turbine 25 by the turbocharger turbine 22 to drive the compressor 19 via the connecting shaft 24.

In another embodiment, the internal combustion engine 10, 110 is not compounded and the power turbine 25 is omitted. For example, the engine 8 may include only the internal combustion engine 10 and a turbocharger 17. The internal combustion engine 10, 110 operates under the principle of the Miller cycle, as will be further detailed below.

Referring to FIG. 2, in a particular embodiment, the internal combustion engine 10 is a rotary engine. Although FIG. 2 shows a Wankel engine, it is understood that the rotary engine 10 may alternately have a different configuration than that of a Wankel engine. For example, in a particular embodiment, the rotary engine may be a single or eccentric type rotary engine in which the rotor rotates about a fixed center of rotation. For example, the rotary engine may be a sliding vane engine, such as described in U.S. Pat. No. 5,524,587 issued Jun. 11, 1996 or in U.S. Pat. No. 5,522,356 issued Jun. 4, 1996, the entire contents of both of which are incorporated by reference herein. In another particular embodiment, the rotary engine may be an oscillatory rotating engine, including two or more rotors rotating at different angular velocities, causing the distance between portions of the rotors to vary and as such the chamber volume to change. In another particular embodiment, the rotary engine may be a planetary rotating engine having a different geometry than that of the Wankel engine, such as for example a planetary engine having an internal cavity with an epitrochoid profile defining three lobes and a rotor with four apex portions. Examples of such non-Wankel rotary engines are shown in Applicant's U.S. application Ser. No. 13/750,523 filed Jan. 25, 2013, the entire contents of which is incorporated by reference herein. Other rotary engine geometries are also possible.

Still referring to FIG. 2, in the particular embodiment shown, the rotary engine 10 comprises an outer body 12 having a plurality of rotor cavities 20 (only one of which is shown) each defined by axially-spaced end walls 14 and a peripheral wall 18 extending therebetween, with a rotor 24 received in each cavity 20. The inner surface of the peripheral wall 18 of each cavity 20 has a profile defining two lobes, which is preferably an epitrochoid.

The outer body 12 may be integral, containing all the rotor cavities 20, or alternately be defined by a plurality of body portions (separate from one another or interconnected), for example each defining a respective one of the cavities 20 and receiving a respective one of the rotors 24.

Each rotor 24 is received within the respective cavity 20, with the geometrical axis of the rotor 24 being offset from and parallel to the axis of the outer body 12. Each rotor 24 has axially spaced end faces 26 adjacent to the outer body end walls 14, and a peripheral face 28 extending therebetween. The peripheral face 28 defines three circumferentially-spaced apex portions 30 and a generally triangular profile with outwardly arched sides. The apex portions 30 are in sealing engagement with the inner surface of peripheral wall 18 to form three rotating working or combustion chambers 32 between the inner rotor 24 and outer body 12. A recess (not shown) is defined in the peripheral face 28 of the rotor 24 between each pair of adjacent apex portions 30, to form part of the corresponding chamber 32.

The combustion chambers 32 are sealed. Each rotor apex portion 30 has an apex seal 52 extending from one end face 26 to the other and protruding radially from the peripheral face 28. Each apex seal 52 is biased radially outwardly against the peripheral wall 18 through a respective spring. An end seal 54 engages each end of each apex seal 52, and is biased against the respective end wall 14 through a suitable spring. Each end face 26 of the rotor 24 has at least one arc-shaped face seal 60 running from each apex portion 30 to each adjacent apex portion 30, adjacent to but inwardly of the rotor periphery throughout its length. A spring urges each face seal 60 axially outwardly so that the face seal 60 projects axially away from the adjacent rotor end face 26 into sealing engagement with the adjacent end wall 14 of the cavity. Each face seal 60 is in sealing engagement with the end seal 54 adjacent each end thereof.

Although not shown, each rotor 24 is journaled on an eccentric portion of a shaft and includes a phasing gear co-axial with the rotor axis, which is meshed with a fixed stator phasing gear secured to the outer body co-axially with the shaft. The shaft rotates each rotor 24 and the meshed gears guide the rotor 24 to perform orbital revolutions within the respective internal cavity 20. The shaft rotates three times for each complete rotation of one rotor 24 as it moves around the respective internal cavity 20. Oil seals are provided around the phasing gear to prevent leakage flow of lubricating oil radially outwardly thereof between the respective rotor end face 26 and outer body end wall 14.

During each rotation of the rotor 24, each chamber 32 varies in volumes and moves around the internal cavity 20 to undergo cycles with each cycle including the four phases of intake, compression, expansion and exhaust, these phases being similar to the strokes in a reciprocating-type internal combustion engine having a four-stroke cycle.

For each cavity 20, a primary inlet port 40 is defined through one of the walls of the stator body 12 for admitting air in turn into each of the combustion chambers 32. In the embodiment shown, the primary inlet port 40 is a peripheral port defined as an opening through the peripheral wall 18. In another embodiment, the primary inlet port 40 may have a different configuration, for example be defined through one of the end walls 14, with another primary inlet port being optionally defined in the other one of the end walls 14. The primary inlet port 40 is in fluid communication with the turbocharger compressor 19 (see FIG. 1), as will be further detailed below. The primary inlet port 40 is in fluid communication with each combustion chamber 32 during the intake phase thereof and a beginning of the compression phase thereof. As such, the rotary engine 10 operates under the principle of the Miller cycle, with its volumetric compression ratio lower than its volumetric expansion ratio, and with the primary inlet port 40 remaining open, i.e. in communication with the chamber 32, during the beginning of the compression phase.

For each cavity 20, an exhaust port 44 is defined through one of the walls of the stator body 12 for discharge of the exhaust gases from the combustion chambers 32. In the embodiment shown, the exhaust port 44 is a peripheral port defined as an opening through the peripheral wall 18. In another embodiment, the exhaust port 44 may have a different configuration, for example be defined through one of the end walls 14, with another exhaust port being optionally defined in the other one of the end walls 14.

For each cavity 20, a secondary inlet port or purge port 42 is also defined through one of the walls of the stator body 12 for admitting air in turn into each of the combustion chambers 32. The secondary inlet port 42 is located rearwardly of the primary inlet port 40 and forwardly of the exhaust port 44 relative to the direction R of the rotor revolution and rotation. In the embodiment shown, the secondary inlet port 42 is a peripheral port defined as an opening through the peripheral wall 18. In another embodiment, the secondary inlet port 42 may have a different configuration, for example be defined through one of the end walls 14, with another secondary inlet port being optionally defined in the other one of the end walls 14. The secondary inlet port 42 is also in fluid communication with the turbocharger compressor 19 (see FIG. 1), as will be further detailed below. The secondary inlet port 42 is in fluid communication with each combustion chamber 32 during a portion of its cycle; this portion may include a beginning of the intake phase and/or an end of the exhaust phase.

In the present specification including the claims, “intake phase” is intended to refer to the portion of the cycle during which the chamber 32 is in communication with at least one inlet port 40, 42 and during which the volume of the chamber 32 increases such as to draw air therein, while “compression phase” is intended to refer to the portion of the cycle between the intake phase and the ignition phase during which the volume of the chamber 32 decreases, starting at the point in the cycle where the maximum chamber volume is reached after intake, regardless if actual air compression occurs. For example, in a particular embodiment, compression may be inexistent or minimal during the beginning of the compression phase when the primary inlet port 40 is open.

In use, through each rotation of the rotor 24, each chamber 32 is filled with compressed air through the primary inlet port 40 and the secondary inlet port 42 during its intake phase as its volume increases. The air is then further compressed as by reducing the volume of the rotating chamber 32, with the beginning of the compression phase being performed with the primary inlet port 40 still open, i.e. in communication with the chamber 32, the primary inlet port 40 closing during the compression phase. Once the air is further compressed, near minimum volume of the chamber 32, the ignition phase occurs: the air is mixed with fuel from a fuel source 9 (see FIG. 1) and the resulting air-fuel mixture is ignited. In a particular embodiment, the fuel is heavy fuel e.g. diesel, kerosene (jet fuel), equivalent biofuel, etc. Alternately, the fuel may be any other adequate type of fuel suitable for injection as described, including non-heavy fuel such as for example gasoline or liquid hydrogen fuel. The fuel is delivered such that the chamber 32 is stratified with a rich fuel-air mixture near the ignition source and a leaner mixture elsewhere, thus providing a so-called stratified charge arrangement, and the fuel-air mixture may be ignited within the housing using any suitable ignition system known in the art. The rotary engine 10 may include a pilot subchamber (not shown) receiving the ignition system and a pilot injector injecting a portion of the fuel therein for ignition.

After ignition, the combustion gases expand and force the volume of the chamber 32 to increase. The combustion or exhaust gases exit the chamber 32 through the exhaust port 44 during the exhaust phase. At the end of the exhaust phase, the chamber 32 may communicate with both the secondary inlet port 42 and the exhaust port 44, and the air entering the chamber 32 through the secondary inlet port 42 may be used to purge remaining exhaust gases from the chamber 32.

Referring to FIG. 3, a connection arrangement between the different cavities of the rotary engine 10 is shown. In the embodiment shown, the rotary engine 10 includes two rotor cavities 20 a,b, each receiving a respective rotor 24 (not shown in FIG. 3) and each having a primary inlet port 40 a,b and a secondary inlet port 42 a,b in communication with the combustion chambers defined therein.

A first conduit 62 provides for fluid communication between the primary inlet port 40 a of the first cavity 20 a and the secondary inlet port 42 b of the second cavity 20 b. A second conduit 64 provides for fluid communication between the primary inlet port 40 b of the second cavity 20 b and the secondary inlet port 42 a of the first cavity 20 a. A plenum 21 receives the compressed air from the turbocharger compressor 19, and the first and second conduits 62, 64 are also in fluid communication with the plenum 21.

The rotors are engaged to the shaft in an angularly offset manner. Each combustion chamber defined in the first cavity 20 a undergoes the beginning of its compression phase (i.e. the part of the compression phase where the primary inlet port 40 a communicates with the chamber) while a corresponding combustion chamber defined in the second cavity 20 b undergoes at least part of the portion of its cycle in communication with its secondary inlet port 42 b, which in a particular embodiment is at the beginning of its intake phase. As such, the first conduit 62 allows for the compressed air overflowing from the primary inlet port 40 a of the first cavity 20 a during the beginning of its compression phase to be fed into the secondary inlet port 42 b of the second cavity 20 b, in a particular embodiment together with air from the plenum 21.

Similarly, each combustion chamber defined in the second cavity 20 b undergoes the beginning of its compression phase (i.e. the part of the compression phase where the primary inlet port 40 b communicates with the chamber) while a corresponding combustion chamber defined in the first cavity 20 a undergoes at least part of the portion of its cycle in communication with its secondary inlet port 42 a, which in a particular embodiment is at the beginning of its intake phase. As such, the second conduit 64 allows for the compressed air overflowing from the primary inlet port 40 b of the second cavity 20 b during the beginning of its compression phase to be fed into the secondary inlet port 42 a of the first cavity 20 a, in a particular embodiment together with air from the plenum 21.

In a rotary engine including more than two rotors, the rotor cavities may be connected in pairs, i.e. with the first and second conduits interconnecting the same rotor cavities, or connected with different rotor cavities, i.e. with the primary inlet port of a first rotor being connected to the secondary inlet port of a second rotor and the secondary inlet port of the first rotor being connected to the primary inlet port of a third rotor, based on the relative timing (angular offset) of the rotors.

Referring to FIG. 4, a particular embodiment for the first conduit 62 is shown, with the second conduit 64 being identical or similar thereto. The conduit 62 is configured such as to form a Venturi to assist in the circulation of compressed air from the primary inlet port 40 a of the first cavity 20 a to the secondary inlet port 42 b of the second cavity 20 b. In a particular embodiment, the conduit 62 has a circular cross-section. The conduit includes a first segment 86 extending from the plenum 21. A second segment 88 extends from the first segment 86, and receives the connection with the primary inlet port 40 a of the first cavity 20 a. A third segment 90 extends from the second segment 88 and a fourth segment 92 extends from the third segment 90, with the third segment providing for a gradual transition between the different dimensions of the second and fourth segments 88, 92. The fourth segment 92 receives the fluid communication with the secondary inlet port 42 b of the second cavity 20 b.

It can be seen that the second segment 88 has a diameter D2 which is smaller than the diameter D1 of the first segment 86, and smaller than the diameter D3 of the fourth segment 92. In a particular embodiment, the ratio D1/D2 and the ratio D1/D3 are between 1 and 2. In another particular embodiment, the ratio D1/D2 and the ratio D1/D3 are from about 1.5 to about 1.8. Other values are also possible.

The third segment 90 is tapered to define a progressive transition between the different diameters D2 and D3 of the second and fourth segments 88, 92. The outer wall of the third segment 90 extends at an angle α from the outer wall of the fourth segment 92. In a particular embodiment, the angle α is from about 2.5° to about 7.5°. In another particular embodiment, the angle α is from about 3° to about 4°. Other values are also possible.

In the embodiment shown, the fluid communication between the primary inlet port 40 a and the second segment 88 is provided through a conduit portion 94 extending at an angle θ with respect to a perpendicular to a central axis C of the second segment 88. In a particular embodiment, the angle θ is from about −45° to about 60°. In another particular embodiment, the angle θ is from about 30° to about 60°. Other values are also possible.

In use, the compressed air is fed into the combustion chambers 32 of the rotary engine 10 in accordance with the following. The compressed air from the plenum 21 is fed through the first conduit 62 and into a combustion chamber of the first cavity 20 a through its primary inlet port 40 a as the chamber undergoes the intake phase, i.e. as its volume is increasing. Compressed air is also fed to the chamber through the second conduit 64 through its secondary inlet port 40 a during the beginning of the intake phase, and optionally the end of the exhaust phase.

After the intake phase, when the maximum volume of the chamber is reached, the compression phase begins and the volume of the chamber of the first cavity 20 a is reduced, at first while its primary inlet port 40 a remains open. The air overflows out of the first cavity 20 a through the open primary inlet port 40 a and into the first conduit 62, where it is fed to a combustion chamber of the second cavity 20 b through its secondary inlet port 42 b, with the chamber of the second cavity 20 b being at the end of its exhaust phase or at the beginning of its intake phase. The chamber of the second cavity 20 b undergoes the beginning of its intake phase, with its volume increasing, while the air from the first cavity 20 a is received through its secondary inlet port 42 b. Depending on the relative pressures, air may also be fed from the plenum 21 to the second cavity 20 b through the first conduit 62 and secondary inlet port 42 b. The communication between the combustion chamber of the first cavity 20 a and its primary inlet port 40 a is then closed, and the air within the combustion chamber of the first cavity 20 a is further compressed during the remainder of the compression phase as the volume of the chamber is reduced to its minimum value.

The intake phase of the chamber of the second cavity 20 b continues, and compressed air is fed from the plenum 21 through the second conduit 64 and into the combustion chamber of the second cavity 20 b through its primary inlet port 40 b. After the intake phase, when the maximum volume of the chamber is reached, the compression phase begins and the volume of the chamber of the second cavity 20 b reduces, at first while its primary inlet port 40 b remains open. The air overflows out of the second cavity 20 b through the open primary inlet port 40 b and into the second conduit 64, where it is fed to another combustion chamber of the first cavity 20 a through its secondary inlet port 42 a, this chamber of the first cavity 20 a being at the end of its exhaust phase or at the beginning of its intake phase. This other chamber of the first cavity 20 a undergoes the beginning of its intake phase, with its volume increasing, while the air from the second cavity 20 b is received through its secondary inlet port 42 a. Depending on the relative pressures, air may also be fed from the plenum 21 to the first cavity 20 a through the second conduit 64 and secondary inlet port 42 a. The communication between the chamber of the second cavity 20 b and its primary inlet port 40 b is then closed, and the air within the combustion chamber of the second cavity 20 b is further compressed until the end of its compression phase as the volume of the chamber is reduced to its minimum value.

Referring to FIG. 5, a similar connection arrangement between the different cavities of a reciprocating engine 110 is shown. In the embodiment shown, the reciprocating engine 110 includes four cavities 120 a,b,c,d each receiving a respective piston 124 a,b,c,d to each define a single combustion chamber, and each having a respective inlet port 140 a,b,c,d′ and a respective exhaust port 144 a,b,c,d in communication with the combustion chamber. A respective valve selectively allows and prevents the fluid communication between the inlet ports 140 a,b,c,d and the respective cavity 120 a,b,c,d and between the exhaust ports 144 a,b,c,d and the respective cavity 120 a,b,c,d.

A plenum 121 receives the compressed air from the turbocharger compressor 19. First, second, third and fourth conduits 162, 164, 166, 168 are defined by different sections of interconnected passages which selectively communicate with each other through one-way valves.

The pistons 124 a,b,c,d are engaged to the shaft in an angularly offset manner with each cavity 120 a,b,c,d undergoing the beginning of its compression phase with its inlet port open while another cavity undergoes part or all of its intake phase with its inlet port also open. In the embodiment shown, the pistons fire in the following order: first piston 124 a, second piston 124 b, fourth piston 124 d and third piston 124 c.

As such, in the embodiment shown, first, second, third and fourth inlet passages 170 a,b,c,d extend from a respective one of the inlet ports 140 a,b,c,d to the plenum 121. A first transverse passage 172 interconnects the first, second and fourth inlet passages 170 a,b,d, while a second transverse passage 174 interconnects the first, third and fourth inlet passages 170 a,c,d. A first one-way valve 176 a allows a flow in the first transverse passage 172 from the first inlet passage 170 a to the second inlet passage 170 b while preventing the flow in the opposite direction. A second one-way valve 176 b allows a flow in the first transverse passage 172 from the second inlet passage 170 b to the fourth inlet passage 170 d while preventing the flow in the opposite direction. A third one-way valve 176 c allows a flow in the second transverse passage 174 from the fourth inlet passage 170 d to the third inlet passage 170 c while preventing the flow in the opposite direction. A fourth one-way valve 176 d allows a flow in the second transverse passage 174 from the third inlet passage 170 c to the first inlet passage 170 a while preventing the flow in the opposite direction.

Thus, in the embodiment shown, when the first cavity 120 a is at the beginning of its compression phase with the valve of its inlet port 140 a remaining open, the second cavity 120 b is in its intake phase, with the valve of its inlet port 140 b also being open. A first conduit 162 provides for fluid communication between the first inlet port 140 a and the second inlet port 140 b, as defined by the first inlet passage 170 a, the portion of the first transverse passage 172 extending between the first and second inlet passages 170 a,b including the first one-way valve 176 a, and the second inlet passage 170 b. The valves of the third and fourth inlet ports 140 c,d are closed and prevent communication of the first conduit 162 with the third and fourth cavities 120 c,d.

The second cavity 120 b then begins its compression phase with the valve of the second inlet port 140 b remaining open, and the fourth cavity 120 d is in its intake phase, with the valve of the fourth inlet port 140 d also being open. A second conduit 164 provides for fluid communication between the second inlet port 140 b and the fourth inlet port 140 d, defined by the second inlet passage 170 b, the portion of the first transverse passage 172 extending between the second and fourth inlet passages 170 b,d including the second one-way valve 176 b, and the fourth inlet passage 176 d. The valves of the first and third inlet ports 140 a,c are closed and prevent communication of the second conduit 164 with the first and third cavities 120 a,c.

The fourth cavity 120 d then begins its compression phase with the valve of the fourth inlet port 140 d remaining open, and the third cavity 120 c is in the intake phase, with the valve of the third inlet port 140 c also being open. A third conduit 166 provides for fluid communication between the fourth inlet port 140 d and the third inlet port 140 c, defined by the fourth inlet passage 170 d, the portion of the second transverse passage 174 extending between the fourth and third inlet passages 170 d,c including the third one-way valve 176 c, and the third inlet passage 170 c. The valves of the first and second inlet ports 140 a,b are closed and prevent communication of the third conduit 166 with the first and second cavities 120 a,b.

The third cavity 120 c then begins its compression phase with the valve of the third inlet port 140 c remaining open, and the first cavity 120 a is in the intake phase, with the valve of the first inlet port 140 a also being open. A fourth conduit 168 provides for fluid communication between the third inlet port 140 c and the first inlet port 140 a, defined by the third inlet passage 170 c, the portion of the second transverse passage 174 extending between the third and first inlet passages 170 c,a including the fourth one-way valve 176 d, and the first inlet passage 170 a. The valves of the second and fourth inlet ports 140 b,d are closed and prevent communication of the fourth conduit 168 with the second and fourth cavities 120 b,d.

The conduits 162, 164, 166, 168 are also in communication with the plenum 121 through the inlet passages 170 a,b,c,d. In a particular embodiment, the conduits 162, 164, 166, 168 have a Venturi shape as described above.

In an alternate embodiment, the internal combustion engine 10, 110 is a rotary engine with a single inlet port for each cavity, and a communication similar to that described above for the reciprocating engine 110 is provided. An another embodiment, the internal combustion engine 10, 110 is a reciprocating engine with a primary and a secondary inlet port for each cavity, and a communication similar to that described above for the rotary engine 10 is provided.

In a particular embodiment, the conduits 62, 64, 162, 164, 166, 168 which allow circulation of the air expelled from each cavity 20 a,b, 120 a,b,c,d at the beginning of the compression phase of each chamber into a chamber of another cavity 20 a,b, 120 a,b,c,d simultaneously undergoing its intake phase allow for a reduction of the pressure losses which may otherwise be associated with the use of the Miller cycle in an internal combustion engine.

In a particular embodiment, the internal combustion engine 10,110 is a premix engine where the fuel is for example gasoline, and the fuel may be injected in the inlet port; in this case, the air circulated between the inlet ports may also include fuel mixed therewith.

The above description is meant to be exemplary only, and one skilled in the art will recognize that changes may be made to the embodiments described without departing from the scope of the invention(s) disclosed. Modifications which fall within the scope of the present invention will be apparent to those skilled in the art, in light of a review of this disclosure, and such modifications are intended to fall within the appended claims. 

1. A method of feeding air to an internal combustion engine having at least first and second internal cavities, the first internal cavity defining at least a first combustion chamber, the second internal cavity defining at least a second combustion chamber, the first and second combustion chambers each having a variable volume and undergoing a cycle defining successive phases of intake, compression, combustion and exhaust, the method comprising: completing the intake phase of the first combustion chamber by feeding compressed air into the first combustion chamber until a maximum volume thereof is reached; during a beginning of the compression phase of the first combustion chamber and a simultaneous beginning of the intake phase of the second combustion chamber, feeding compressed air from the first combustion chamber into the second combustion chamber; closing a communication between the first and second combustion chambers and completing the intake phase of the second combustion chamber by feeding compressed air into the second combustion chamber until a maximum volume thereof is reached.
 2. The method as defined in claim 1, wherein the first and second internal cavities each sealingly and rotationally receive a respective rotor therewithin.
 3. The method as defined in claim 1, wherein the beginning of the compression phase of the first combustion chamber is simultaneous with the end of the exhaust phase and the beginning of the intake phase of the second combustion chamber, and compressed air is also fed from the first combustion chamber into the second combustion chamber during the end of the exhaust phase of the second combustion chamber.
 4. The method as defined in claim 1, wherein: feeding the compressed air from the first combustion chamber into the second combustion chamber includes feeding the compressed air from the first combustion chamber through a primary inlet port of the first internal cavity and into the second combustion chamber through a secondary inlet port of the second internal cavity; and completing the intake phase of the second combustion chamber with the communication between the first and second combustion chambers closed includes feeding the compressed air to the second combustion chamber through a primary inlet port of the second internal cavity.
 5. The method as defined in claim 1, wherein the internal combustion engine further includes a third internal cavity defining at least a third combustion chamber with variable volume and undergoing a cycle defining successive phases of intake, compression, combustion and exhaust, the method further comprising: during a beginning of the compression phase of the second combustion chamber and a simultaneous beginning of the intake phase of the third combustion chamber, feeding compressed air from the second combustion chamber into the third combustion chamber; closing a communication between the second and third combustion chambers and completing the intake phase of the third combustion chamber by feeding compressed air into the third combustion chamber until a maximum volume thereof is reached.
 6. The method as defined in claim 5, wherein the internal combustion engine further includes a fourth internal cavity defining at least a fourth combustion chamber with variable volume and undergoing a cycle defining successive phases of intake, compression, the method further comprising: during a beginning of the compression phase of the third combustion chamber and a simultaneous beginning of the intake phase of the fourth combustion chamber, feeding compressed air from the third combustion chamber into the fourth combustion chamber; closing a communication between the third and fourth combustion chambers and completing the intake phase of the fourth combustion chamber by feeding compressed air into the fourth combustion chamber until a maximum volume thereof is reached; during a beginning of the compression phase of the fourth combustion chamber and a simultaneous beginning of the intake phase of the first combustion chamber, feeding compressed air from the fourth combustion chamber into the first combustion chamber; and closing a communication between the fourth and first combustion chambers before completing the intake phase of the first combustion chamber by feeding compressed air into the first combustion chamber until the maximum volume thereof is reached.
 7. The method as defined in claim 1, wherein the first internal cavity defines at least a first additional combustion chamber with variable volume and undergoing a cycle defining successive phases of intake, compression, combustion and exhaust, the method further comprising: during a beginning of the compression phase of the second combustion chamber and a simultaneous beginning of the intake phase of the first additional combustion chamber, feeding compressed air from the second combustion chamber into the first additional combustion chamber; closing a communication between the second combustion chamber and the first additional combustion chamber, and completing the intake phase of the first additional combustion chamber by feeding compressed air into the first additional combustion chamber until a maximum volume thereof is reached.
 8. The method as defined in claim 7, wherein the second internal cavity defines at least a second additional combustion chamber with variable volume and undergoing a cycle defining successive phases of intake, compression, combustion and exhaust, the method further comprising: during a beginning of the compression phase of the first additional combustion chamber and a simultaneous beginning of the intake phase of the second additional combustion chamber, feeding compressed air from the first additional combustion chamber into the second additional combustion chamber; closing a communication between the first and second additional combustion chambers and completing the intake phase of the second additional combustion chamber by feeding compressed air into the second additional combustion chamber until a maximum volume thereof is reached; during a beginning of the compression phase of the second additional combustion chamber and a simultaneous beginning of the intake phase of the first combustion chamber, feeding compressed air from the second additional combustion chamber into the first combustion chamber; and closing a communication between the second additional combustion chamber and the first combustion chamber before completing the intake phase of the first combustion chamber by feeding compressed air into the first combustion chamber until the maximum volume thereof is reached.
 9. The method as defined in claim 8, wherein: feeding compressed air from the second additional combustion chamber into the first combustion chamber includes feeding the compressed air from the second additional combustion chamber through a primary inlet port of the second internal cavity and into the first combustion chamber through a secondary inlet port of the first internal cavity; feeding compressed air to the first combustion chamber with the communication between the second additional combustion chamber and the first combustion chamber closed includes feeding the compressed air to the first combustion chamber through a primary inlet port of the first internal cavity; feeding compressed air from the first combustion chamber into the second combustion chamber includes feeding the compressed air from the first combustion chamber through the primary inlet port of the first internal cavity and into the second combustion chamber through a secondary inlet port of the second internal cavity; feeding compressed air to the second combustion chamber with the communication between the first and second combustion chambers closed includes feeding the compressed air to the second combustion chamber through the primary inlet port of the second internal cavity; feeding compressed air from the second combustion chamber cavity into the first additional combustion chamber includes feeding the compressed air from the second combustion chamber through the primary inlet port of the second internal cavity and into the first additional combustion chamber through the secondary inlet port of the first internal cavity; feeding compressed air to the first additional combustion chamber with the communication between the second combustion chamber and the first additional combustion chamber closed includes feeding the compressed air to the first additional combustion chamber through the primary inlet port of the first internal cavity; feeding compressed air from the first additional combustion chamber into the second additional combustion chamber includes feeding the compressed air from the first additional combustion chamber through the primary inlet port of the first internal cavity and into the second additional combustion chamber through the secondary inlet port of the second internal cavity; and feeding compressed air to the second additional combustion chamber with the communication between the first and second additional combustion chambers closed includes feeding the compressed air to the second additional combustion chamber through the primary inlet port of the second internal cavity.
 10. A method of feeding air to an internal combustion engine having at least first and second internal cavities, the first internal cavity defining at least a first combustion chamber with variable volume, the second internal cavity defining at least a second combustion chamber with variable volume, the method comprising: feeding compressed air to the first combustion chamber while increasing a volume of the first combustion chamber until a maximum volume thereof is reached; while reducing a volume of the first combustion chamber from the maximum volume and while increasing a volume of the second combustion chamber, feeding compressed air from the first combustion chamber into the second combustion chamber; closing a communication between the first and second combustion chambers and further reducing the volume of the first combustion chamber until a minimum volume thereof is reached; and with the communication between the first and second combustion chambers closed, feeding compressed air to the second combustion chamber while further increasing the volume thereof until a maximum volume thereof is reached.
 11. The method as defined in claim 10, wherein the first and second internal cavities each sealingly and rotationally receive a respective rotor therewithin.
 12. The method as defined in claim 10, wherein: feeding the compressed air from the first combustion chamber into the second combustion chamber includes feeding the compressed air from the first combustion chamber through a primary inlet port of the first internal cavity and into the second combustion chamber through a secondary inlet port of the second internal cavity; and feeding the compressed air to the second combustion chamber with the communication between the first and second combustion chambers closed includes feeding the compressed air to the second combustion chamber through a primary inlet port of the second internal cavity.
 13. The method as defined in claim 10, wherein the internal combustion engine further includes a third internal cavity defining at least a third combustion chamber with variable volume, the method further comprising: while reducing the volume of the second combustion chamber from the maximum volume thereof and while increasing a volume of the third combustion chamber, feeding compressed air from the second combustion chamber into the third combustion chamber; closing a communication between the second and third combustion chambers and further reducing the volume of the second combustion chamber until a minimum volume thereof is reached; and with the communication between the second and third combustion chambers closed, feeding compressed air to the third combustion chamber while further increasing the volume thereof until a maximum volume thereof is reached.
 14. The method as defined in claim 13, wherein the internal combustion engine further includes a fourth internal cavity defining at least a fourth combustion chamber with variable volume, the method further comprising: while reducing the volume of the third combustion chamber from the maximum volume thereof and while increasing a volume of the fourth combustion chamber, feeding compressed air from the third combustion chamber into the fourth combustion chamber; closing a communication between the third and fourth combustion chambers and further reducing the volume of the third combustion chamber until a minimum volume thereof is reached; with the communication between the third and fourth combustion chambers closed, feeding compressed air to the fourth combustion chamber while further increasing the volume thereof until a maximum volume thereof is reached; and while reducing the volume of the fourth combustion chamber from the maximum volume thereof and while increasing a volume of the first combustion chamber, feeding compressed air from the fourth combustion chamber into the first combustion chamber.
 15. The method as defined in claim 10, wherein the first internal cavity defines at least a first additional combustion chamber with variable volume, the method further comprising: while reducing the volume of the second combustion chamber from the maximum volume thereof and while increasing a volume of the first additional combustion chamber, feeding compressed air from the second combustion chamber into the first additional combustion chamber; closing a communication between the second combustion chamber and the first additional combustion chamber, and further reducing the volume of the second combustion chamber until a minimum volume thereof is reached; and with the communication between the second combustion chamber and the first additional combustion chamber closed, feeding compressed air to the first additional combustion chamber while increasing the volume of the first additional combustion chamber until a maximum volume thereof is reached.
 16. The method as defined in claim 15, wherein the second internal cavity defines at least a second additional combustion chamber with variable volume, the method further comprising: while reducing the volume of the first additional combustion chamber from the maximum volume thereof and while increasing a volume of the second additional combustion chamber, feeding compressed air from the first additional combustion chamber into the second additional combustion chamber; closing a communication between the first and second additional combustion chambers, and further reducing the volume of the first additional combustion chamber until a minimum volume thereof is reached; and with the communication between the first and second additional combustion chambers closed, feeding compressed air to the second additional combustion chamber while increasing the volume of the second additional combustion chamber until a maximum volume thereof is reached; wherein feeding the compressed air to the first combustion chamber while increasing the volume of the first combustion chamber until the maximum volume thereof is reached includes: feeding compressed air from the second additional combustion chamber into the first combustion chamber while reducing the volume of the second additional combustion chamber of from the maximum volume thereof and while increasing the volume of the first combustion chamber, closing the communication between the second additional combustion chamber and the first combustion chamber, and with the communication between the second additional combustion chamber and the first combustion chamber closed, feeding compressed air to the first combustion chamber while further increasing the volume thereof until the maximum volume thereof is reached.
 17. The method as defined in claim 16, wherein: feeding compressed air from the second additional combustion chamber into the first combustion chamber includes feeding the compressed air from the second additional combustion chamber through a primary inlet port of the second internal cavity and into the first combustion chamber through a secondary inlet port of the first internal cavity; feeding compressed air to the first combustion chamber with the communication between the second additional combustion chamber and the first combustion chamber closed includes feeding the compressed air to the first combustion chamber through a primary inlet port of the first internal cavity; feeding compressed air from the first combustion chamber into the second combustion chamber includes feeding the compressed air from the first combustion chamber through the primary inlet port of the first internal cavity and into the second combustion chamber through a secondary inlet port of the second internal cavity; feeding compressed air to the second combustion chamber with the communication between the first and second combustion chambers closed includes feeding the compressed air to the second combustion chamber through the primary inlet port of the second internal cavity; feeding compressed air from the second combustion chamber into the first additional combustion chamber includes feeding the compressed air from the second combustion chamber through the primary inlet port of the second internal cavity and into the first additional combustion chamber through the secondary inlet port of the first internal cavity; feeding compressed air to the first additional combustion chamber with the communication between the second combustion chamber and the first additional combustion chamber closed includes feeding the compressed air to the first additional combustion chamber through the primary inlet port of the first internal cavity; feeding compressed air from the first additional combustion chamber into the second additional combustion chamber includes feeding the compressed air from the first additional combustion chamber through the primary inlet port of the first internal cavity and into the second additional combustion chamber through the secondary inlet port of the second internal cavity; and feeding compressed air to the second additional combustion chamber with the communication between the first and second additional combustion chambers closed includes feeding the compressed air to the second additional combustion chamber through the primary inlet port of the second internal cavity.
 18. An internal combustion engine comprising: an outer body defining internal cavities each slidingly receiving a respective one of a plurality of pistons to define a respective combustion chamber of variable volume undergoing a cycle defining successive phases of intake, compression, combustion and exhaust; at least one inlet port for each of the internal cavities and in fluid communication with the respective combustion chamber at least during the intake phase thereof and a beginning portion of the compression phase thereof; at least one exhaust port for each of the internal cavities and in fluid communication with the respective combustion chamber of the respective internal cavity during the exhaust phase thereof; a rotatable shaft, the pistons being drivingly engaged to the shaft in an angularly offset manner; a plenum for receiving pressurized air; and a plurality of conduits in fluid communication with the plenum, each of the plurality of conduits defining a fluid communication between a first respective one of the internal cavities a second respective one of the internal cavities through the at least one inlet port of the first and second respective one of the internal cavities; wherein the pistons are angularly offset such that for each of the plurality of conduits, the combustion chamber of the first respective one of the internal cavities undergoes the beginning portion of the compression phase simultaneously with the combustion chamber of the second respective one of the internal cavities undergoing the beginning portion of the intake phase.
 19. The engine as defined in claim 18, wherein the at least one inlet port for each of the internal cavities is also in fluid communication with the respective combustion chamber at least during an end of the exhaust phase thereof, and the pistons are angularly offset such that for each of the plurality of conduits, the combustion chamber of the first respective one of the internal cavities undergoes the beginning portion of the compression phase simultaneously with the combustion chamber of the second respective one of the internal cavities undergoing the end of the exhaust phase and the beginning portion of the intake phase. 